Multiple control apparatus



Aug. 13, 1940. 1.. E. SPRAY 2,211,523

MULTIPLE CONTROL APPARATUS Original Filed Sept. 5, 1931 7 Sheets-Sheet 1 Q Q mi INVENTOR I I L 195 ha I BY P r M ATTORNEY L. E. SPRAY MULTIPLE CONTROL APPARATUS Aug. 13, 1940.

Original Filed Sept. 5, 1951 7 Sheets-Sheet 2 rmw m m m m /M 35 QWMJ BE QNNN NNN WMHEIW wvw lNVENTOR X, E. Sp Fa Q/QW M ATTORNEY Aug. 13, 1940. E. SPRAY MULTIPLE CONTROL APPARATUS Original Filed Sept. 5, 1931 7 Sheets-Sheet 3 M wk sf I n w g Q 6: J2 4H ws aw Q INVENTOR ,L, E. Sp Fa f. BY

' mm ATTORNEY Original Filed Sept. 5, 1931 7 SheetsSheet 4 Aug. 13, 1940. L. E. SPRAY MULTIPLE CONTROL APPARATUS Original Filed Sept. 5, 1931, 7 Sheets-Sheet 5 vw v NfiQ NRA n ER wmg *WWMNQU m a M Z W m; m a

M ATTORNEY Au E3, 1946. L. E. SPRAY MULTIPLE CONTROL APPARATUS I 7 Sheets-Sheet 6 Original Filed Sept. 5, 1951 INVENTOR A E F0; 1 BY P y Q Q Ak ATTORNEY Mmm 5% nwv a L. E. SPRAY MULTIPLE CONTROL APPARATUS- Aug. 13, 1940.'

Original Filed Sept. 5, 1931 7 Sheets-Sheet 7 INVENTOR E. 5 8/; I pray NJ; ATTORNEY Patented Aug. 13, 1940 UNITED STATES amaze PATENT @EFEQE MULTIPLE CONTROL APPARATUS Application September 5, 1931, Serial No. 561,422 Renewed April 1, 1937 80 Claims.

My invention relates to multiple control apparatus, and is particularly adapted for, though not limited to, the control of railway track switches and signals in a railway switching or ii interlocking layout.

One feature of my invention is the provision of apparatus comprising circuit controllers each which has a plurality of positions for controlling I a plurality of partly inter-inclusive groups of W devices. Another feature of my invention is the provision of interlocking control without the use of mechanically interlocked levers.

More particularly, the principal object of my invention is the provision of an improved system of route interlocking, in which the track switches of a railway track layout are controlled by means of route buttons or freely operable levers, and in which the signals are cleared automatically in response to the operation of the 20 track switches by the route buttons, errors in manipulation being guarded against by the provision of suitably interlocked circuits for controlling the switches and signals, in lieu of interlocking between levers as generally employed 25 heretofore. The apparatus disclosed herein is an improvement upon that disclosed in my copending application, Serial No. 323,286, filed December 3, 1928, for Multiple control apparatus, and also upon that disclosed in an application, 30 Serial No. 416,061, filed December 23, 1929, by H. A. Thompson, for Multiple control apparatus.

In one form of the apparatus of my prior application above referred to, I provide a control board having thereon a miniature diagram of the track layout with rotary buttons mounted thereon at points corresponding to the ends of the routes, and any desired route may be established by operating the two buttons which identify its opposite ends. In the present invention, a generally similar control board is employed but its operation is simplified by the provision of route buttons each of which may be rotated to a plurality of positions, one for the destination or exit end of each route having its entrance end identified by the location of the operated button on the diagram, and the desired route is selected by pressing the entrance button to momentarily close a push button exit contact in the selected position. Each button thus constitutes a master control element which identifies the entrance end of the desired route, and the exit buttons are auxiliary control elements operated to complete the identification of the desired route, by a distinctive manipulation of the entrance button.

Another object of the present invention is to further facilitate manipulation by the provision of self-restoring buttons, and by establishing the routes by the operation of route relays controlled by the buttons which so function that the routes 5 are held established by the relays and cannot be interfered with by the operation of conflicting route buttons. I also provide arrangements whereby a train moving over an established route cancels it automatically. This is accomplished 1 by releasing the route relays involved when the train enters the first track section of a route. Prior to clearing the signal for a route, the estab-, lishment of a route prevents the establishment of a conflicting route because of the provision of interlocked circuits for the route relays, while after the train enters a routethe establishment of a conflicting route is prevented by the operation of the switch locking controlled by the signals, which holds each switch of the route locked in the required position until the train successively occupies and vacates the corresponding track section.

A feature of this form of my invention is the provision of means for cancelling a route manually by a different manipulation of the entrance button. In an alternative form, the rotary entrance buttons may be of the stay-Where-put type, in which case the routes are held established by relays held energized by the entrance buttons only, so the manual cancellation may be effected by merely restoring the entrance button to normal.

Still another feature of my invention resides in the provision for the control of call-on 3 signals in a system of this character by an additional manipulation of the entrance button after a route has been established, an independent call-on button, as used heretofore, not being required.

The apparatus of the present invention is distinguished from that of my prior application in other respects, in that the pair of route devices identifying each route controls all of the track switches for that route, and the track switches are allowed to remain in their last operated positions after a route is cancelled, instead of being restored to their normal positions. Thus, although the routes are cancelled automatically, the track switches are operated only in response to manual operation of the route buttons, as heretofore. Furthermore, the circuits as disclosed herein include a route circuit network supplementing the circuits which directly control the w signals, which safeguard-the ,Qperation by checking the correspondence of each track switch of the route with the relays controlled by the route buttons before a signal can be cleared. The circuits also include the control of the signals by the time looking relays controlled by opposing signals to safeguard the reversal of the trafiic direction in an established route.

I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figs. 1 to 13, inclusive, are diagrammatic views showing the component parts of one form of apparatus embodying my invention. A second form of apparatus embodying my invention is shown by Figs. 1, 2, 6, 7, 8, 9, 11, 14, 15, 16 and 17, inelusive all of which are diagrammatic views.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, this drawing shows a track layout comprising a plurality of track sections interconnected by track switches to form different trafiic routes. As illustrated, the layout consists of a stretch of double track railway, tracks 11a. and bb of which are interconnected through a crossover ee with which they are respectively joined by switches H and H, and are likewise interconnected by a second crossover ff with which they are respectively joined by switches H and H Tracks ac and bb are also respectively joined to passing sidings cc and dd by switches H and H The reference characters l and l designate the rails of track ac, and the reference characters 2 and 2 designate the rails of track bb.

These rails are divided by insulated joints 3 to form a plurality of track sections w-A, Aiz', z'i-y'i', 7'7'E, Bmm, mm-G, (3-D and Dd. Each of these track sections is supplied with current by a battery 4 connected across the rails adjacent one end of the section. A track relay designated by the reference character T, with a distinguishing exponent, is connected across the rails adjacent the opposite end of each track section.

Reference character S, with distinguishing exponents, designates signals which are placed at the entrances to the different routes adjacent the points A, B, C, D, E and F, respectively, and which, as here shown, are of the semaphore type. Signals S S and S are mounted on a common mast l8, and signals S S and S are mounted on a common mast 55. Signals S S 8 S and S govern east bound traffic moves, that is, moves which are made over the stretch of track from left to right as shown in the drawings, and. signals S S, 8 S and El govern westbound traffic moves, that is, moves which are made over the stretch of track from right to left as shown in the drawings.

Between the group of eastbound signals and the group of westbound signals, eleven different routes may be established according to the positions of the various switches. Over each of these routes, traffic can proceed in either direction, that is, from west to east, or from east to west, as controlled by a signal for each direction of traffic over each route, respectively.

The arrangements of the switches for these various routes are as given in the following table:

Route 1.A to E, switches H H1 and H normal. Route 2.-A to F, switches H and H normal, and

H reversed.

Route 3.A to D, switches H and H reversed,

and H normal. Route 4.-A to G E, H H H and H reversed, a H normal. Route 5.-A to G to F, switches H H H, H

and H reversed. Route 6.B to D, switches H H and H normal. Route 7.-B to E, switches H H, and H normal, and H and H reversed- Route 8.B to F, switches H and H normal,

and H and H and H reversed. Route 9.C to D, switch H reversed, and switches H and H normal. ROutc 10.-C to E, switches H H and H reversed, and H and 11 normal. Route 11.C to F, switches H H, H and H reversed, and H normal.

Each track section in which a switch is located will be referred to hereinafter as a detector section. Track sections a-A and D-d in the rear of signals S and S respectively, will be referred to as approach track sections.

Each switch H is operated by a motor designated by the reference character M with an exponent corresponding with that of the reference character H for the switch. Each motor M comprises an armature l2 and a field Winding l3. The motors M and M for operating switches H and H respectively, of crossover ff, are controlled in multiple by pole-changing contacts of a polarized relay m the control for which is shown in Fig. 11. The control of the motors for operating switches H and H of crossover ee is similar to that for motors M and M and is therefore not shown in the drawings. Motor M for operating switch II-l is ontrolled by polechanging contacts 02 relay 921 The control for the motor .0, a. H is similar to that for motor Ni, and is therefore omitted from the drawings.

Included in the control circuits for each motor M, are four asymmetric units i i i and 1". Each of these units is so constructed that it will permit the flow in only one direction of sufficient cur rent to operate the motor, for example, unit 2' in the circuit for motor M permits current of sufiicient magnitude to operate motor M to flow away from contact l6 of a circuit controller T, but not toward contact to. Each of the units 2' may be similar to those disclosed and claimed in Letters Patent of the United States, No. 1,640,335, granted to L. O. G-rondahl, August 23, 1927.

Operated in conjunction with each switch H, is a circuit controller designated by the reference character y with an exponent corresponding with that of the reference character H for the switch. Contacts l6, operated by these circuit controllers and included in the control circuits for switch motors M, are closed at all times except while the respective switches are in their normal position. Contacts It, also operated by these circuit controllers, and which are also included in the control circuits for switch motors M, are closed at all times except while the respective switches are in the reverse position.

The circuit controller 1/ for switch H is provided with pole-changing contact arms 18 and IS. A polarized relay, designated by the reference character m*, for controlling operations of switch H to the normal or the reverse position according as this relay is energized in the normal or the reverse direction, is provided with polar contacts [7 and 738 A circuit for controlling a polarized switch indication relay h is so controlled by contacts and 20 and by contact arms I8 and i9 of circuit controller 11 that the contacts of indication relay b will become closed in the normal direction when switch H occupies its normal position while its control relay m is energized in the normal direction, and the contacts of indication relay h will becomeclosed in the reverse direction when switch H occupies its reverse position while relay m is energized in the reverse direction. The control of relay h by a similar circuit controller 111 and polarized relay m for switch H is similar to that of relay b and is therefore not shown in the drawings.

Switch circuit controller g is provided with contact arms 23 and 24, and circuit controller w is provided with contact arms 22, 25, 26 and 21. Contacts 2i and 28 of a polarized relay 112 which controls operations of switches H and H, are so associated with contacts 22, 25, 2B and 21' of circuit controller 11 and contact arms 23 and 24 of circuit controller y in the control of a polarized switch indication relay k as to cause the polar contacts of relay h to be closed in the normal direction when switches H and H occupytheir normal position while relay m is energized in the normal direction, and to cause the polar contacts of relay k to be closed in the reverse direction when switches H and H are in their reverse position while relay m is energized in the reverse direction. The control of polarized switch indication relay h by switches H and H and relay m is similar to that of relay h by switches H and I-I and relay m and is therefore not shown in the drawings.

Each of the signals shown in the drawings 0perates a circuit controller having contacts which are closed when and only when their signal is indicating stop. Such contacts are shown adjacent the signal diagrams in Fig. 1, and are designated by the reference numbers 29, 30, 3| and 36, respectively. Similar contacts are shown adjacent the diagrams for signals S and S in Figs. 13 and 17.

Contacts 3|, 30 and 29, shown in Fig. 1 adjacent the diagrams for signals S are operated by signals S S and S respectively, and are included in the control circuit for an approach locking relay designated by the reference character P Similar contacts 3|, 30 and 29, shown adjacent the diagrams for signals S in Fig. 1, are operated by signals 8 3 and S respectively, and are included in the control circuit for a second approach locking relay designated by the reference character P Similar contacts 36, operated by the signals S S S and S respectively, are included in the control circuits for stick locking relays Q Q Q and Q respectively.

Approach locking relay P becomes deenergized when the arm of any of the signals S leaves its stop position. Relay P is similarly controlled by signals S Each of these approach locking relays is also so controlled that, while a respective approach track relay is deenergized, the approach locking relay can again become energized only through a back contact of the track relay for an adjacent detector track section, or through a time releasing device contact which will become closed only upon the lapse of a measured interval of time after the beginning of the operation of the releasing device. These releasing devices may be of the well-known clockwork type, and are designated by the reference letter J with distinguishing exponents.

Stick locking relay Q becomes deenergized when the arm of signal S leaves its stop position. Relay Q can then again become energized only on the deenergization of detector track section relay T or upon the closing of contact 39 of a time relay N when signal S is indicating stop. As here shown, time relay N is or the thermal type, comprising a heater winding 40, which, upon the lapse of a period of time after it has become energized, causes its contact 39 to close. Relays Q Q and Q are controlled similarly to relay Q Approach and stick locking relays P and Q, when deenergized, prevent the operation of each switch in the routes governed by the signals associated in the control of these relays, thus enforcing, after a signal has been returned to its stop position, the lapse of a measured time interval before the switches in the route governed by the signal can again be operated.

In each of the drawings, the contacts operated by the various relays or by the time releases J or by other control devices which will be hereinafter described are identified by numbers, such numbers having distinguishing exponents when such contacts are not shown adjacent the respective relay or release or other device by which they are operated. The exponent for each of these contact numbers comprises the reference character and exponent for the respective relay, release, or other device. For example, the exponent T for contact 31 shown in the circuit for relay Q in Fig. 1, comprises the reference character T and its exponent 5 for track relay T which operates contact 31'. Similarly, exponent m for contact H in the operating circuit for motor M comprises reference character m and its exponent 4 for switch control relay m which operates contact H In Fig. 2 is shown a combined track diagram and operating board on which manually operable devices, designated by the reference character K with distinguishing exponents, are disposed adjacent points A, B, C, D, E and F, respec tively. Each of the points A, B, C represents a point of trailic entrance and each of the points D, E, F represents a point of trafiic exit for movements from left to right over a given group of routes in a'plurality of partly inter-inclusive groups of routes, respectively. Likewise, each of the points D, E, F represents a point of traffic entrance and each of the points A, B, C reprecents a point of traffic exit for movements from right to left over the same group of routes.

As here indicated, each of the devices K is of a rotatable push button type, capable of rotation from a normal position 11. into each of various positions corresponding to the exit points for each of the routes, respectively, in a group of routes which have a common trafiic entrance point corresponding to the location of the device K. Each of these positions of each device K is designated by the reference character 1* with an exponent indicative of the exit end of -the particular route with which it is associated.

For example, position 'r of device K is associated with the exit end E of route l extending from point A adjacent signals S to point E. Also, position r of device K is associated with the exit end F of route 5 extending from point A adjacent signals S over switches H H reversed to point G, and from that point over switches H, H and H reversed, to point F.

Also, similarly, position r of device K is asscciated with the exit end B of the route extending from point E adjacent signal S over witches H and H reversed, to point B.

In addition to the positions r associated with the various routes, device K has a position r which is associated with the control of the callon indication of signal 8 Device K has a similar position T which is associated with the control of the call-on indication of signal S.

Each of the devices K, when in any of its positions 1, can be deflected manually from its plane of rotation to close a contact of an auxiliary route control device which is shown in Fig. 3 and which is designated by the reference number 5 with an exponent which is the same as the exponent for the associated position of the device K. Each contact 5 serves as an exit control element for the corresponding route, there being one such contact for the exit end of each route which the device K governs. Each of the devices K, when in its normal position n, can be similarly deflected to open a contact which is designated by the reference number 6 with a corresponding exponent.

Each device K is also equipped with a master route control contact such, for example, as cc tact W of device K shown in Fig. 3. This contact comprises a contact arm "I which connects with a segment i when its device K is manually rotated to the right of its position it, and continues closed until the device K is returned to a point adjacent the position 11. Devices K for the opposite direction of trafiic, such for example as K, are equipped with similar contacts I which are closed when the device K is manually rotated to the left of its position n. Each contact I serves as an entrance control element for each route which the corresponding device K governs.

Each entrance contact 7 and the corresponding exit contact 5 for a given route will, upon becoming closed, if certain other conditions are right, cause the switches of the route to be arranged in the positions required for the route, and will cause a signal to be cleared for a given direction of traific movement oven the route after the switches have been arranged. In other words, the switches and signal for each route are controlled jointly by the entrance control element and the exit control element for that particular route.

Each of the devices K K and K is arranged to be rotated to the right of its 12 position, for governing eastbound traffic movements, as shown for device K in Fig. 3. Each of the devices K K and K is arranged to be rotated to the left of its n position, for governing westbound trafiic movements, as shown for device K in Fig. 3 If desired, however, devices K K and K can also be arranged for rotation to the left, for also controlling westbound trafiic movements past points A, B and C, respectively. Devices K K and K can similarly be arranged for rotation to the right, for also controlling eastbound traffic movements past points D, E and F, respectively.

Each of the devices K may be biased to its normal position n by any suitable means such, for example, as a spring 8, shown in Figs. 3 and 3, one end of which is attached to the device K and the other end of which is fixed to a stationary element p. These springs can, how- .ever, be omitted if desired, and the device K will then be manually returnable to the normal position.

Adjacent each of the devices K is an indicator which is here shown as an indicator lamp e. These lamps are controlled as will be hereinafter described.

For each entrance control element or master route contact I, there is an entrance stick relay designated the master route relay and identified by the reference character W with a distinguishing exponent, as shown in Fig. 5, and for .each exit control element or exit stick contact 5, there is an auxiliary route relay designated the auxiliary route relay and identified by the reference character g with a distinguishing exponent, as shown in Fig. 4. Each master route contact I of the devices K, upon becoming closed, causes its route relay W to become energized when certain other master route relays W are Lie-energized and when certain auxiliary route relays g are dcencrgised. auxiliary route relay g is energized by momentarily closing the corresponding contact 5, but can become energized only when a front contact oi its associated master route relay W is closed. The relays W and 9 when energized control certain switch control relays X and R which govern relays m to operate the track switches as required to establish the corresponding route, and also control a signal control relay Y for clearing the signal for the route when established. After a device K has been operated to energize a pair of stick relays W and g, the device K may be restored to normal and the operated relays will be held energized over their stick circuits. These relays release automatically when a train passes the signal and enters the established route, but they may also be released manually to cancel an established route, by the momentary opening of the contact 6 of the associated device K.

To arrange for a traffic movement by a given route such, for example, as route 9 in the direction from D to C, the operator will rotate device K toward the left and deflect it in its position 1' This operation of device K closes contact 1 in the pick-up circuit for master route relay W shown in Fig. 5, and also closes contact 5 The consequent energization of relay W together with the closing of contact 5 causes relay 9 shown in Fig. l, to become energized.

Relay W then continues energized by a stick circuit until a train passes signals 8, deenergizing track relay T or until the operator deflects device K in its 72 position, thereby opening its contact 6 Relay will continue energized by a stick circuit as long as relay W continues energized, and if the operator does not energize relay g Relay 9 upon becoming energized, causes normal switch control relay X shown in Fig. 10, to become energized, and causes reverse switch control relay R to become energized. Relay W upon becoming energized, causes normal switch control relay X to become energized. Reverse switch control relay R upon becoming energized, causes a polarized switch control relay m shown in Fig. 11, to be energized by current of what I will term reverse polarity. Normal switch control relays X and X upon becoming energized, cause polarized switch control relays m and m also shown in Fig. 11, to become energized by current of what I will term normal polarity.

Relay m upon becoming energized in the reverse direction, causes switch H to be operated to its reverse position. Relays m and m upon til) becoming energized in the normal direction, cause switches H H, H and H to be moved to their normal positions, if they are not already in those positions. When switch H is operated to its reverse position, polarized switch indication relay h shown in Fig. 1, becomes energized in the reverse direction. When switches H ,'I-I H and H occupy their normal positions, relays h and [1 respectivel are energized in the normal direction.

With the switches arranged for the route from D to C, a signal control relay Y shown in Fig.

'12, becomes energized. Relay Y upon becoming energized, completes an operating circuit for signal S the arm of which then moves to its proceed position.

Relay W and, in turn, relay 9 will become deenergized when a train passes signals 8* and causes relay '1 to become deenergized. If, however, the Operator should, before a train passes signals S desire to arrange a route which condiets with the route from D to C, or when he desires to simply return the arm of signal 8 to its stop position, he will deflect device K in its n position, thereby opening contact 6 in the stick circuit for relay W and will so cause relay W and in turn relay 9 to become deenergized. The arrangement of any other route can "then be accomplished under given conditions by deflecting a corresponding device K in a corresponding position.

In Fig. 6, circuits are shown for signal call-on control relays Z and Z which are controlled by call-on contacts 5 and 5 respectively, shown in Figs. 3 and 3.

In Fig. '7, indicator lamps e are shown controlled by master route relays W.

In Fig. 8, route locking relays are shown, each of which is designated by the reference letter V with a distinguishing exponent including the letter e. These relays are controlled to prevent operation of the switches in corresponding routes when an approach or stick locking relay P or Q, respectively, for the eastbound direction of traffic is deenergized.

corresponding routes when an approach or stick locking relay P or Q, respectively, for the westbound direction of trafiic is deenergized.

Circuits are shown in Fig. 9 for signal stick relays. Each of these is designated by the letter L with'an exponent to indicate the signals with which it is associated. Each of these stick relays which is associated with the same signals, as well as by track relays T for all track sections over which the signals govern.

Fig. shows the control circuits for normal and reverse switch control relays X and R, respectively, to which I have already referred.

Fig. 11 shows the controls for polarized switch control relays m to which I have also previously referred.

Circuits for signal control relays Y are shown in Fig. 12. These relays are provided merely to supply duplication of a portion of the signal control circuits shown in Fig. 13, and can therefore be omitted if desired. Complete interlocking control is provided by apparatus comprising my invention without the use of these relays Y.

Control circuits forv all signals are. shown in Fig. 13.

Q to terminal 0. and Q are energized by circuits which are Having thus described, in general, the arrangement and location of the various parts included in the first form of apparatus embodying my invention, I will now proceed to explain the operation of this form of apparatus embodying my invention.

As shown in the drawings, all parts are in their normal condition, that is, each track section is clear; each control device K is in its a normal position n; the polarcontacts of each switch control relay m are in their normal position; each track switch H is in its normal position; and each signal S is indicating stop." Because switch H is in its normal position, contact arms #8 and it of circuit controller 1 connect with terminals lfl and [9 respectively.

With the polar contacts of relay m in their normal position, current is therefore supplied in the normal direction to relay h by a circuit passing from terminal x of a source of current not shown in the drawings, through contact H closed in its normal position, contact |8 -l8 of circuit controller 11 winding of relay b and contact I9I!l of circuit controller-11 to terminal o of the same source of current. Relay h is therefore energized inthe normal direction, and hence its contacts are in the normal position.

On account of switches H and H being in their normal position, and on account of the polar contacts of switch control relay m being in the normal position, polarized indication relay h is energized in the normal direction by its circuit passing from terminal as, through contact 2l contact 22 -22 of circuit controller 1, contact 23 -23 of circuit controller y ,wind ing of relay h contact 2424*- of circuit controller g and contact 25-25 of circuit controller 11 to terminal 0.

Withsignals S indicating stop, approach locking relay P is energized by its circuit passing from terminal gs, through contacts 29, 3D and 3! of signals S S and S respectively, contact 32 of relay T in multiple with contact 35 of relay P and the winding of relay P to terminal 0. Approach locking relay P is energized by a circuit which is similar to that just traced for relay P With signal S indicating stop, stick locking relay Q is energized by its stick circuit passing from terminal a, through contact 36 of signal S contact 38 of relay Q and the winding of relay Stick locking relays Q, Q

similar to the circuit just traced for relay Q With all approach and stick locking relays P and Q, respectively energized, and with all track relays T energized, all of the route locking relays V and V are energized as shown in Fig. 8. For

"example; relay V2216 is energized by its pick-up Eachof the signal stick relays L and L shown in Fig. 9, is energized, both a pick-up and a stick circuit for each of these relays being closed. The circuits for relay L are closed because certain track relays are energized, and

because switches H and I-I are in their normal position. The pick-up circuit for relay L passes from terminal r, through contacts M 15'", 73', TQ 8U and the winding of relay L to terminal 0. The stick circuit which is closed for relay L is the same as the pick-up circuit just traced except including contact 8! of relay L instead of contact flll The pick-up circuit just traced except including contact ill of relay L instead of contact SO The pick-up and stick circuits for relay L are similar, respectively, to those just traced for relay L and will therefore be readily understood by reference to the drawings.

I will assume that the operator desires to arrange for a traiiic movement over route I from A to E. He, therefore, rotates device K to its position r and then defiects device K thereby closing contact 5 Meanwhile, arm I of contact 7 connects vtdth segment l completing a pick-up circuit for relay W passing from terminal as, through contacts 89 98 Gl 92 93 Wire 9 contacts 5 QB and 1 and the winding of relay W to terminal 0. Relay W upon becoming energized, as just described, continues energized by a stick circuit which is the same as the pick-up circuit just traced as far as contact 98 and thence passing through contacts 5 9?", and 99 of relay W and the winding of relay W to terminal 0. Relay W upon becoming energized, completes, through its contact i3l a circuit for indicator lamp e shown in Fig. 7, causing this lamp to become lighted. As long as lamp 6 continues lighted, the operator therefore knows that master route relay W is energized. Upon the closing of the front contacts of relay W and the closing of contact 5 relay 9 becomes energized by its pick-up circuit passing from terminal at, through contacts El iand 5 and the winding of relay o to terminal 0. Relay 9 upon becoming energized, continues energized by its stick circuit passing from terminal at, through contact l'l i contact H5 of relay g and the winding of relay 9 to terminal 0.

Relay g upon becoming energized, completes a circuit for relay X shown in Fig. 10, passing from terminal r, through contacts 2&2 and 2039 and the winding of relay X to terminal 0. Relay 9 upon becoming energized. also completes a circuit for relay X passing from terminal a, through contacts 222 and ZQQQ and the winding oi relay X to terminal 0. Relay g also completes a circuit for relay X passing from terminal :0, through contacts 2m and 2450 and the winding of relay X to terminal 0. With relay X energized, relay m shown in Fig. 11, becomes energized in the normal direction by a circuit passing from battery k through contacts 265 263 ESl 269 Zlfi 2'H 2'1? and 213', and the winding of relay m back to battery k With relay X energized, relay m is similarly energized in the normal direction by a circuit passing through contact 216 With relay X energized, relay m is likewise energized in the normal direction by a circuit passing through contact 2%.

Relay Y shown in Fig. 12, becomes energized, after the energization of relays X X and X by a circuit passing from terminal at, through contacts 383, 38 W, 387 383 339 390*, MP, 39?, 393 394 and 395 and the winding of relay Y to terminal 0. Upon the energization of relay Y the arm of signal S becomes operated to its proceed position by a circuit passing from terminal x, through contacts 32k 328 329 336 331 338 339 340 34l front point of contact 342 contact 343*, back point of contact 344 contacts 3 45 and 346, back point of contact S41 contact 348 contact 349 of signal S and the mechanism of signal S to terminal 0.

When the arm of signal S leaves its stop position, both the pick-up and stick circuits previously traced for relay P are opened at contact 3| of signal S With relay P deenergized, the pick-up circuit for relay L shown in Fig 9, is open at contact 8I but the stick circuit for relay L continues closed and hence relay L continues energized.

Upon the deenergization of relay P contact lfi opens in the circuit for relay V shown in Fig. 8, but relay V continues energized by a branch path through contact 46 Relay P upon becoming deenergized, opens, at its contact 55 the pick-up and stick circuits for relay V causing relay V to become deenergized. With relay V deenergized, the circuits for relays m and m are open at contacts 2l3 and 286 respectively, thus making it impossible to supply current to these circuits which might cause relays m and m to become energized in the reverse direction. The circuit for relay m is also now open at contact ZH on account of relay P being deenergized.

An eastbound train approaching signal 8} after the route from A to E has been arranged as just described, deenergizes approach track relay T which then opens its contact 32 in the circuit for relay P which, however, is already open at contact 3| of signal S When the train passes signal S entering section A-iz, relay T becomes deenergized, thereupon opening its contact 91 in the stick circuit previously traced for relay W and so causing relay W to become deenergized. Relay W upon becoming deenergized, opens its contact ll l causing relay g to become deenergized. Relay W upon becoming deenergized, also opens its contact 342 in the circuit for signal S, causing the arm of signal S to return to the stop position. Relay W upon becoming deenergized, also opens its contact 1 3H", causing lamp e to be extinguished and to thus indicate to the operator that relay W is deenergized. With relay g deenergized, relays X X and X are deenergized on account of the opening of contacts 263 22 l and 245 respectively.

The arm of signal 8 upon again reaching its stop position, completes a pick-up circuit for relay P passing from terminal 3:, through contacts 29, 3D and 3| of signals 8 S and S respectively, contact 33 of relay T and the winding of relay P to terminal 0.

Relay T upon becoming deenergized, also opens its contact 19', causing relay L to become deenergized.

When the train moves out of section aA, relay T becomes energized, completing again the pick-up circuit first traced for relay P through contact 32 of relay T When the train moves out of section Aii, relay T again becomes energized. While the train is in section iz'7'y', relay T is deenergized, causing relays L and V to continue deenergized. When the train leaves section it-ji;, permitting relay T to again become energized, relay V becomes energized by its pick-up circuit passing from terminal a, through contacts 55 51 51', and BI and the winding of 'relay V to terminal 0.

While the train is in section y:i-E, causing relay T to be deenergized, contact 76' is open, causing relay L to continue deenergized. When the train leaves section :i7E, relay T upon becoming energized, causes relay L to again become energized by its pick-up circuit previously traced, and thus completes restoration, to the normal condition, of all parts of the apparatus for the control of the route from A to E.

If, after a route has been arranged for a traflic movement as, for example, the route from A to E as previously described, a train has entered the route and it is then desired to provide a call-on signal indication to authorize a second train to enter the route while it is still occupied by the first train, the operator will rotate device K to its r position and will there deflect device K to close contact 5 thereby completing a pick-up circuit for relay Z shown in Fig. 6, passing from terminal 3:, through contact 5 and the winding of relay Z to terminal 0. The rotation of device K toward the right, causes relay W to again become energized by its pick-up circuit previously traced. With relay Z energized, relay W will continue energized, after device K has been returned to its 11 position, by a stick circuit which is the same as the stick circuit previously traced for relay W except passing through contact 98 instead of contact 91'. With relay W energized, relay Z will continue energized by its stick circuit passing from terminal at, through contact 364, contact 355 of relay Z and the winding of relay Z to terminal 0. The operator willthen rotate device K to its T position, causing relay o to again become energized.

Relay g' upon becoming energized, causes relays X X and X to again become energized by the circuits previously traced. With relays X X X and W again energized, relay Y becomes energized by its circuit previously traced.

With relay Y energized while relay Z is energized, a circuit is now completed for signal 8 which is the same as the circuit previously traced for signal S as far as contact 343J thence passing through the front point of contact 344 contact 352, contacts 353 and 354 of signals S and S respectively, and the mechanism of signal S to terminal 0. The arm of signal S thereupon moves to its call-on position. Since the circuit just traced for signal S does not include a contact of stick relay L the arm of signal 5 will continue to indicate call-on after a second train has entered the route.

To return the arm of signal S to its stop position, the operator will deflect device K in its 11 position, thereby breaking the stick circuit for relay W at contact 6 Relay W being deenergized, relays Z and 9 are deenergized by the opening of contacts 364 and I N respectively, and all parts of the apparatus for controlling the route are thus returned to their normal condition. 1

I will now assume that with all parts of the apparatus again in their normal condition as previously described, the operator arranges route I for a traiiic movement from A to E and clears signal S as also'previously described, by defiecting device K in its 1 position and so closing contact 5 If, now, after an eastbound train enters section a A, deenergizing relay T the operator should desire to send this train over some other route than route I, he Will deflect device K in its 11 position, thereby. deenergizing relay W by opening contact 'fi l Relay W upon becoming deenergized, causes relay 9 to again become deenergized. With relay W deenergized, the circuit previously traced for signals S is open at contact 342 causing the arm of signal S to move to the stop position.

On account of relay T being deenergized by the train in section a-A, relay P does not pick up when the arm of signal S is returned to its stop position. In order to energize relay P the operator will start the operation of clockwork time release J Contact 343 in the circuits for signals S shown in Fig. 13, will immediately open, and after the lapse of a measured interval of time, contact 3 5 of release J will close, causing relay P to become energized by a third pickup circuit passing from terminal at, through contacts 29, 30 and 3| of signals 8 S and S respectively, contact 34 of release J and the winding of relay P to terminal 0. With relay P energized, relay V will become energized by its pick-up circuit previously traced, and hence the operator can now proceed to arrange any other route originating at point A, but signal S or S can not be operated to the proceed position for governing over such a route until the operator restores the contacts of release J to their normal position.

Assuming that the operator wishes to send the train, which has arrived in section a-A, over route 2 from A to F, he will deflect device K in its r position, thereby closing contact 5 and completing a pick-up circuit for relay since relay W is now energized by its pick-up circuit previously traced. The circuit for relay 9 passes from terminal r, through contacts llii Fil and and the winding of relay 9 to terminal 0. With relay 9 energized, relay X becomes energized by a circuit passing from terminal w, through contact 264 and the winding of relay X to terminal 0. Relay X also becomes energized by a circuit passing from terminal 1', through contacts 222 and 225 and the winding of relay X to terminal 0. Relay R becomes energizes by a circuit passing from. terminal a, through contacts 250 and 25 W and the Winding of relay R to terminal 0.

With relays X and X energized, relays m and m again become energized in the normal direction as previously described. With relay R energized, relay m becomes energized in the reverse direction by a circuit passing from battery [63, through the winding of relay m contacts 289, 288 281 286 back point of contact 825 and contact 284 back to battery 70 With relay m energized in the reverse direction, motor M is supplied with'current for moving switch H. to its reverse position, such current passing from battery 70 through contact H closed in the reverse position, ar mature 12 of motor M asymmetric unit i field winding it of motor M contact is of circuit controller g asymmetric unit i and contact l5 closed in the reverse position, back to battery k Upon the reversal of the polar contacts of relay in, terminal at is disconnected from indication relay h*, and a shunt circuit is completed for relay 7L passing from contact 2 0 closed in the reverse position, through contact Et -i8 of circuit controller 1 the winding of relay 71. the contact l.l-l9 of circuit controller r back to contact 20'.

During the movement of switch H from its normal to its reverse position. indication relay 72 is shunted by a second circuit including contacts l8l8 and l9--l9 of circuit controller y. Upon the completion of the operation of switch H to its reverse position, relay h becomes energized in the reverse direction by a circuit passing from terminal :B, through contact H1114 closed in the reverse position, contact 59 -49 of circuit controller 2/ winding of relay 7%, and contact 5 8-48 of circuit controller 7/", to terminal 0.

Upon the energization of relay 71 in the reverse direction, relay Y becomes energized by a circuit passing from terminal as, through back point of contact 385 contact 395 contact 331 closed in its reverse position, contacts 388*", 389 389 3GP, 392, 393 39 1 front point of contact 355 and the winding of relay Y to terminal 0. Upon the energization of relay Y the arm of signal S becomes operated to its proceed position by a circuit passing from terminal a, through contacts 39m and 334- back point of contact 335, contact 338 closed in the reverse position, contact 331, 338 339 348 34l front point of contact 34%", contact 343 back point of contact 344 contact 345 contact 346, front point of contact 347 contact 350 of signal 8 and the mechanism of S to terminal 0.

When the arm. of signal S leaves its stop position approach locking relay P becomes deenergized by the opening of contact 30 of signal S shown in Fig. 1. If, now, a train moves over the route from A to F, the control apparatus will be restored to its normal condition similarly to the manner described in connection with a traffic movement through the route from A to E. Switch H will, however, remain in its reverse position until the operator causes it to be returned to the normal position by the operation of a device K for the control of some route which includes switch H in its normal position.

Assuming, now, that all parts of the apparatus are again in their normal condition, as previously described, and that the operator desires to ar range for a trafiic movement over route 3 from A to D, he will rotate device K to its r position where he will deflect device K to close contact 5 and thereby complete a pick-up circuit for relay 9 passing from terminal :c through contacts |3l I38, I39, ltil 5 and the winding of relay 9 to terminal 0. Relay a after becoming energized, continues energized by its stick circuit through its contact 14! as long as relay W continues energized.

Relay g upon becoming energized, causes relay R to become energized by a circuit passing from terminal so, through contacts 25%? and 2I6 and the winding of relay R to terminal 0. Relay g also causes relay X to be energized by a circuit passing from terminal :0, through contacts 222 and 223 and the winding of relay X to terminal 0. The energization of relay R causes relay m to be energized in the reverse direction by a circuit passing through contact 285 and similar to the reverse control circuit previously described for relay m Relay X upon becoming energized, causes relay m to be energized in the normal direction as previously described. Upon the reversal of the polar contacts of relay m relay 11 the normal control circuit for which is similar to that shown for relay M, will become deenergized, and will be provided with a shunt path through a reverse polar contact of relay m Another shunt path will be completed for relay h during the operation of switches H and H from the normal to the reverse position. Upon the completion of the operation of switches H and I-I to the reverse position, relay it will become energized in the reverse direction by a reverse control circuit which is similar to that shown for relay 7L With relay h energized in the reverse direction, relay Y will become energized by a circuit passing from terminal at, through contacts 38W, 3779*, contact 318 closed in the normal position, contacts 311 316 3'15 closed in the reverse position, contact 38!, front point of contact 395, and the winding of relay Y to terminal 0. Upon the energization of relay Y the arm of signal S will be operated to the proceed position by a circuit passing from terminal as, through contacts 3l8 32l 306 contact 385 closed in the normal position, contacts 304 363 contact 392* closed in the reverse position, front point of contact 35l contact 352', contacts 353 and 354 of signals S and S respectively, and the mechanism of signal S to terminal 0.

I will next assume that all parts of the apparatus are again in the normal condition and that the operator wishes to send a train by route 4 from A to E. He will therefore move device K to its 1461? position, and will there deflect device K to close contact 5 By closing contact B the operator completes a pick-up circuit for relay g passing from terminal :0, through contacts l3'l l38 |39 l42 5 and the winding of relay 91613 to terminal 0. Upon the energization of relay g this relay continues energized by a stick circuit which is the same as the pick-up circuit just traced except including contact M3 of relay g instead of contact 51GB].

With relay g energized, relay R is energized by a circuit through contact ZI'I relay R is energized by a circuit through contact 232 and relay X is energized by a circuit through contact 246 With relays P and R energized, polarized relays m and m are energized in their reverse direction, and with relay X energized, relay m is energized in the normal direction. Switches H H I-I and 1-1 will accordingly be operated to their reverse positions, and switch H will remain in its normal position.

Upon the completion of the arrangement of switches H H, H, H and H in these positions, respectively, relay Y will become energized by a circuit passing from terminal a, through contacts 383, 384 contact 38 closed in the normal position, contacts 338 382 contact 318 closed in the reverse position, contacts 311 316 contact 315 closed in the reverse position, contact 3BI front point of contact 395 and the winding of relay Y to terminal 0. With relay Y energized, the arm of signal S will be operated to the proceed position by a circuit passing from terminal as, through contacts 325 328 back point of contact 329 contact 336 closed in the normal position, contact 33?, contact 395 closed in the reverse position, contacts 304 393 contact 302 closed in the reverse position, front point of contact 35W", contact 352, contact 353 of signal S contact 354 of signal S and the mechanism of signal 8 to terminal 0.

Relay P becomes deenergized by the opening of contact 29 when the arm of signal S leaves the stop position. With relay I1 energized in the reverse direction, contact 46 shown in the circuit for relay V in Fig. 8, is open and hence relay V becomes deenergized upon the deenergization of relay P which causes contact 45 in the circuit for relay V to open. The deenergization of relay V causes contact 52" to be opened in the circuit for relay V and'thus relay V becomes deenergized. On account of relay it being energized in the reverse direction, contact 58 in the circuit for relay V is open, and hence relay V becomes deenergized when relay V opens contact Bl in the circuit for relay V With relay V deenergized, the circuits for relay m are open at contact 213 With relay V deenergized, the circuits for relays m and m are open at contacts 218 and 286 respectively.

To arrange for a trafiic movement over route -6, from B to I), when all parts of the apparatus have been again returned to their normal condition, the operator will rotate device K to its r position. Just after the beginning of this movement of device K contact i operated by device K becomes closed, completing a pick-up circuit for relay W passing from terminal cc, through contacts li38 lilfi HQ lli HZ HS ll l liii HB wire I22, contacts I23 [M and 1 and the winding of relay W to terminal 0. The operator will then deflect device K at its position T to close contact 5 thus completing a pick-up circuit for relay g passing from terminal 113, through contacts 119" and 5 and the winding of relay 57 to terminal. 0. With relay W energized, relays X and X become energized by circuits through contacts I93 and ZEB respectively. With relay g energized, relay X becomes energized by a circuit through contact 226 Upon the energization of relays X X and X relays m m and m respectively, will become energized in the normal direction causing switches H 1 1 and H to be operated to their normal position'if they were not already in such position.

Upon the completion of the arrangement of these switches in their normal positions, relays [2 it and n become energized in the normal direction, completing a circuit for relay Y passing from terminal through contacts 386 319 contact 3'58 closed in the normal position, contacts 311 316 contact 315 closed in the normal position, contacts 314 313 contact 312 closed in the normal position, contact ste front point of contact 366 and the winding of relay Y to terminal 0. With relay Y energized, the arm of signal S is operated to the proceed position by a circuit passing from terminal 3:, through contacts 319 sca back point of contact 886 contact 365 closed in the normal direction, contacts 3643 3633, contact 362 closed in the normal position, contact 36 l contact Sllfi closed in the normal position, front point of contact car contact 323*, and the mechanism of signal S to terminal 0. When the arm of signal S leaves its stop position stick locking relay Q becomes deenergized by the opening of contact 35 to signal S If a train passes signal S into section B--mm, relay T becomes deenergized, opening the stick circuit for relay W at contact l2'5- Relay W becoming thereby deenergized, opens, at its contact HQ the stick circuit for relay g With relays W and Q deenergized, relays X X and X become deenergized, causing relay Y to also become deenergized. Upon the deenergization of relay W the arm of signal S will return to its stop position. As soon as the arm of signal S? returns to its stop position, relay Q will become energized by its pick-up circuit passing from terminal :1:, through contact 35 of signal S contact 31, and the winding of relay Q to terminal 0.

If, on the other hand, before a train passes signal S the operator desires to arrange some other route, he will return the arm of signal S to its stop position by deflecting device K at its n position to open contact 6 thereby breaking the stick circuit for relay W Relay W upon becoming deenergized, opens at its contact 358 the circuit for relay Y causing this relay to become deenergized. Relay W upon becoming deenergized, also opens at its contact 294 the circuit for signal S the arm of which then returns to its stop position. With the arm of signal S in its stop position, winding 30 of thermal relay N which is associated with relay Q shown in Fig. 1, becomes energized by its circuit passing from terminal at, through contact 36 of signal S winding All, and contact 4| of relay Q toterminal 0. ,Upon the lapse of a suificient period of time, relay N then closes its contact 39, completing a second pick-up circuit for relay Q passing from terminal through contact 36 of signal S contact 39 of relay N and the winding of relay Q to terminal 0. When relay Q becomes energized, the operator can arrange any other route he desires.

I will now describe the second form of apparatus embodying my invention, comprising parts shown in Figs. 1, 2, 6, 7, 8, 9, 11, 14, 15, 16 and 17. In considering the first form of apparatus embodying my invention, I have already discussed the parts shown in Figs. 1, 2, 6, '7, 8, 9 and 11.

Parts shown'in Fig. 14 are similar to the parts shown in Figs. 3 and 3a, except that each of the devices K, shown in Fig. 14, operates a plurality of exit contacts 5 when deflected at certain positions r, whereas in Figs. 3 and 3a, only one contact 5 is operated in each position 1'.

In Fig. 15, no inter-control is shown for relays W through back contacts of auxiliary route relays g or through back contacts of other relays W. Otherwise the circuits for each relay W are exactly as in Fig. 5.

In Fig. 16, each normal switch control relay X and each reverse switch control relay R is controlled through a back contact of the reverse or normal switch control relay R. or X, respectively, for the same route, as is alsoshown in Fig, 10. Pick-up circuits for certain of the X and R relays are also controlled through contacts of certain relays W as in Fig. 10. In the pick-up circuits shown in Fig. 16, contacts 5 are used instead of the contacts, shown in Fig. 10, of auxiliary route relays g which are controlled by similar contacts 5. In addition to the pick-up circuits, stick circuits are shown for each relay X and R in Fig. 16. These stick circuits are controlled by the relays W for the routes for which contacts 5 are shown in the pick-up circuits for the same relays.

Fig. 17 shows the signal control circuits for the second form of apparatus embodying my invention.

As shown in the drawings, all parts of the second form of apparatus embodying my invention are in the normal condition. I will now assume that with all parts thus in the normal condition, the operator desired to arrange for a trafiic movement over route I from A to E. He therefore moves device K to its r position, and there deflects device K to close exit contacts 5 5 and 5 shown in Fig. 14. During this movement of device K entrance contact 1 operated by device K becomes closed, causing relay W to become to become energized by its pick-up circuit shown in Fig. 15. Relay W then continues energized by its stick circuit passing from terminal :0, through contacts 6 91' 95 of relay VP, and winding of relay W to terminal 0.

Upon the closing of contact 5 relay X becomes energized by its pick-up circuit passing from terminal r, through contacts 202 5 and the winding of relay X to terminal 0. On account of relay W being energized, relay X then continues energized by its stick circuit passing from terminal :0, through contacts 262 lll l 438 of relay X and the winding of relay X to terminal 0. When contact 5 becomes closed, relay X becomes energized by a pick-up circuit passing from terminal :13, through contacts 222 and 5 and the winding of relay X to terminal 0. Relay X then continues energized by a stick circuit passing from terminal IL, through contacts 222 GMl MS of relay X and the winding of relay X to terminal 0. Upon the closing of contacts 5 relay X becomes energized by a pick-up circuit which is similar to the pick-up circuits just traced for relays X and X Relay X then continues energized by a stick circuit which is similar to the stick circuits just traced for relays X and X With relays X X and X energized, relays m m and m become energized in the normal direction, causing corresponding switches to be operated to their normal positions if they were not already in such positions.

Upon the completion of the arrangement of these switches in their normal positions and the subsequent energization of relays 71 h and h in the normal direction, the arm of the signal S becomes operated to its proceed position by a circuit shown in Fig. 17, passing from terminal at, through contact 328 back point of contact 329 contact 4 contact 336* closed in the normal position, contacts 331, 338 339 3 16 355 l ll M8 front point of contact 342, contact 3 53 back point of contact 34 E contact 34-5 back point of contact 449 contact 555 contact 349 of signal S and the mechanism of signal S to terminal 0.

When the arm of signal S leaves the stop position, its contact 3! opens, thereby deenergizing relay P An eastbound train approaching signal S after the route from A to E has been arranged as just described, deenergizes approach track relay T which then opens its contact 32 in the pick-up circuit for relay P which, however, is already open at contact 3| of signal S When the train passes signal S, entering section A-z'i, relay T becomes deenergized, closing its contact 33. The deenergization of relay T causes relay W to become deenergized on account of the opening of contact Ell in the stick circuit for relay N Relay N upon becoming deenergized, breaks, at its contacts 494 MW and 428*, the stick circuits for relays X X and K, respectively, causing these relays to become cleenergized. Relay W upon becoming deenergized, also opens its contact 342" in the circuit for signal S causing the arm of signal S to return to the stop position. With the arm of the signal again in the stop position, relay P becomes energized by its pick-up circuit previously traced through contact SI of signal S and contact of relay T I will assume that with all parts of the apparatus again in the normal condition, as previously described, the operator arranges route I for a movement from A to E, and clears signal S as already described, by deflecting device K in its r position. If, now, after an eastbound train enters section a-A, deenergizing relay T the operator should desire to send the train over some other route than route I, he will deflect device K in its n position, thus deenergizing relay W by opening contact 6 The deenergization of relay W causes relays X X and X to become deenergized, and causes the arm of signal S to be returned to the stop position as already described. Relay P can then be again energized by the operation of time releasing device J as already set forth in connection with the first form of apparatus embodying my invention.

I have described, for a few typical trafiic movements, the operation of two forms of apparatus embodying my invention. From those descriptions and from the preceding general description, the operation of each of the two forms of the apparatus for every other possible traffic movement will be readily understood by reference to the drawings.

Apparatus of each of the two forms embodying my invention is shown for a layout providing switches which can be arranged for eleven difierent routes. Trafiic movements can be made in either direction over each of these routes. The arranging of the switches in these eleven routes. and the clearing of signals for eastbound traffic movements through these routes, are controlled by three rotatable devices, here shown as of the push button type and designated by the reference characters K K and K which may be mounted on a track model and operating board as shown in Fig. 2. For westbound traffic movements, the switches and signals for these eleven routes are controlled by three other rotatable devices, designated by the reference characters K K and K, respectively, and also shown in Fig. 2. It follows that only six of these rotatable push button devices are required for the complete control of the switches and signals for the eleven routes, in both directions of traffic movement, including call-on signal control. Only one manual operation is required for arranging any route and clearing the signal for the route, such operation comprising the rotation of a push button corresponding to the entrance end of the route to a position corresponding to the exit end of the route, and the deflection of the push button in that position. The rotatable push button devices, as here shown, are arranged for automatic restoration to the normal position, but could instead be arranged for manual restoration to the normal position if desired.

From the examples of operation cited, it is clear that in order to arrange any route and clear the signal for a given direction of trafiic over such route, the operator has, under normal conditions, only to move a device K associated with the entrance end of the route to one of its positions 1- to close a contact 1 and to then deflect the device K to close a contact or contacts 5 corresponding to the exit end of the desired route. The device K will, in the form here shown, then be returned to its n position by its spring 8, or the device K, if it is not equipped with a spring 8, can be manually returned to its in position. When a train enters the route, the master relay W for the route will become deenergized if the device K for the route is returned to its 11. position before the train leaves the first track section in the route. If, however, the operator wishes to return a signal to the stop position or to prepare to change the route before a train enters the route, he can do so by deflecting the same device Kin its 11. position and thereby opening the corresponding contact, such, for example as contact 6 of device K He can then arrange another route by deflecting a corresponding device in a corresponding r position.

' Complete route interlocking is provided by each of the two forms of apparatus embodying my invention. locking of routes controlled by the same device K is accomplished by the inter-control of the normal and reverse switch control relays X and R. In the first form of apparatus embodying my in Vention, the interlocking of all other routes is accomplished by the inter-control 01"- the master and auxiliary route control relays W and g, respectively. In the second form of apparatus embodying my invention, the interlocking of other routesthan those controlled by the same device K is accomplished by the control of stick circuits, in addition to certain pick-up circuits of the X and R. relays, by master route relays W.

The apparatus shown in Fig. 12 for the first form of apparatus embodying my invention could, if desired, be omitted, as this is merely a duplication of the control accorded byother parts of the apparatus shown for the first form.

Erom the circuits of Figs. 13 and 17, it is clear that in either form of apparatus embodying my invention, no signal can be clear until each switch within the route governed by the signal is in the correct position. It is also clear that conflicting signal indications can not be displayed.

Concentration of the control apparatus of my invention makes it possible to control a given layout of switches and signals by a minimum total number of control units and control relays. Apparatus embodying my invention is therefore particularly adapted to the control of complicated yard layouts as well as the more simple layouts. With apparatus embodying my invention, complicated circuits are avoided, the individual cir cuits employed being comparatively simple in design. fIhe circuits, as here shown, are designed for causing the master route control relays to be automatically restored to the deenergized condition upon the entrance of a train into a cor responding route. Provision is also made for manual restoration of the master route control relays to the deenergized condition.

As has been described, my invention provides approach or strict locking, and detector track circuit looking, as well as route locking and signal indication locking, for all switches.

, Although I have herein shown and described. only two forms of multiple control apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

IIaving thus. described my invention, what I claim is:

1. Railway control apparatus comprising a diagram of a stretch of railway track which includes a plurality of routes comprising a plurality of railway traiiic governing devices, and a circuit controller mounted adjacent said diagram and having a plurality of rotatory circuit closing positions for selectively arranging said In each of the two forms, the intertrafiic governing devices in said plurality of routes.

2. Railway control apparatus comprising a diagram of a stretch of railway track which includes a plurality of partly inter-inclusive routes comprising a plurality of railway traific governing devices, a circuit controller mounted adjacent said diagram at the representation of each point of trafiic entrance for said stretch respectively; and each of said circuit controllers having a pluralityof rotatory circuit closing positions for selectively arranging a plurality of trafiic'governing devices in a plurality of routes which begin at the corresponding point of traflic entrance to said stretch.

' 3. Railway control apparatus comprising a diagram of a stretch of railway track which includes a plurality of partly inter-inclusive routes comprising a plurality of railway traiiic govern ing devices, a circuit controller mounted adjacent said diagram'at the representation of each point of traiiic entrance for said stretch respectively, and each of said circuit controllers having a plurality of circuit closing positions one for each of a plurality of routes which begin at the corresponding point of trafiic entrance to said stretch for selectively arranging a plurality of traflic governing devices in the corresponding routes. s

4. In'combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of routes, a rotary circuit controlling device having a plurality of positions around a given axis, and means controlled by said device in said positions for selectively arranging'the switches in said plurality of'routes. Y

5. In combination, a stretch of railway track including a plurality'of switches which can be arranged to form a plurality of partly inter-inclusive routes, a circuit controlling device hav ing a plurality of positions one for each of said routes, and means controlled by said device when in each of said positions for arranging the switches, in a corresponding one of said routes.

6. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a signal for governing traffic movementsover each of said routes, a circuit controlling device having a plurality of positionsone for each of said routes, and means controlled by said device when in each of said positions: for arranging the switches in a corresponding .one of said routes and forclearing the signal for that route. r

'7. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a circuit controlling device for each point of trafiic entrance to said stretch, each of said devices having a plurality of positions one for each of a plurality of said routes which begin at its point of traffic entrance, means controlled by each of said devices when ineach of said posi# tions for arranging the switches in a corresponding route, and means controlled by each of said devices when in certain said positions for preventing arrangement of the switches in each of certain other said routes.

8. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes, a circuit controlling device for each point of trafiic entrance to said stretch, each of said devices having a normal position and a plurality of reverse positions, a plurality of auxiliary control elements for each of said devices each of which elements is controllable by its device when its device is in one of said reverse positions respectively, a master control element for each of said devices each of which master control elements is controlled by its device when its device is in any of said reverse positions, and means controlled by each master control element and by an associated auxiliary control element for arranging the switches in a corresponding one of said routes.

9. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a circuit controlling device for each point of trafiic entrance to said stretch, each of said devices having a normal position and a plurality of reverse positions, a plurality of auxiliary control elements for each of said devices each of which elements is controllable by its device when its device is in one of said reverse positions respectively, a master control element for each of said devices each of which master control elements is controlled by its device when its device is in any of said reverse positions, means controlled by each master control element and by an associated auxiliary control element for arranging the switches in each of said routes respectively, and means controlled by each control element for preventing arrangement of the switches in each of certain other said routes respectively.

10. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a plurality of master control elements, a plurality of auxiliary control elements controlled by each of said master control elements respectively, and means controlled by each of said auxiliary control elements for arranging the switches in each of said routes respectively.

11. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, and means controlled by the associated master control element and by the associated auxiliary control element for arranging the switches in each of said routes respectively.

12. In combination, a stretch of railway track including a plurality of switch-es which can be arranged to form a plurality of partly inter-inclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, means controlled by the associated master control element and by the associated auxiliary control element for arranging the switches in each of said routes respectively, and indication means controlled by said master control elements.

13. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, means controlled by the associated master control element and by the associated auxiliary control element for arranging the switches in each of said routes respectively, and indication means controlled by said auxiliary control elements.

14. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-1nclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a stick relay for each route having a pick-up and a stick circuit controlled by the associated master control element and by the associated auxiliary control element, and means controlled by said relay for controlling a traflic governing device for the associated route.

15. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes over said stretch, a master route control relay for each point of trafiic entrance to said stretch, an auxiliary route control relay for each route over said stretch, means controlled by each master route relay for controlling an auxiliary route relay for each route which begins at the point of entrance with which said master relay is associated, a manually controllable device for each of said auxiliary route relays, means controlled by each manually controllable device for controlling its auxiliary route relay, and means controlled by each auxiliary route relay for arranging the switches of its route.

16. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a master relay for each of said groups controlled by the associated master control element and by trafiic conditions associated with the same group, an auxiliary control relay for each of said routes controlled by the associated master relay and by the associated auxiliary control element, and means controlled by each auxiliary control relay for arranging all the switches or its route.

17. In combination, a stretch of railway track including a plurality of switches which can be arranged toform a plurality of partly inter-inclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a master stick relay for each of said groups each having a pick-up and a stick circuit controlled by the associated master control element and by trai'Iic conditions associated with the same group, and means controlled by each auxiliary control element and by its associated master stick relay for arranging the switches of its route.

18. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-1nclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a stick relay for each of said routes having a pickup and a stick circuit one of which is controlled by the associated master control element and the other of which is controlled by the associated auxiliary control element, and means controlled by each of said stick relays for arranging the switches of its route.

19. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly inter-inclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a master route relay for each of said groups each controlled by the master control element for the same group and by back contacts of certain other said master route relays, and means controlled by each master control relay and by an associated auxiliary control element for arranging the switches in each of said routes respectively.

20. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a plurality of master relays one for each of said master control elements, a restoring control element for each of said master relays, a plurality of route relays one for each of said routes, a pick-up circuit for each of said master relays including the associated master control element and back contacts of certain of said route relays and of certain other said master relays, a stick circuit for eachof said master relays including its restoring control element, a pick-up circuit for each of said route relays including an auxiliary control element for the same route and a contact of an associated master re-v lay, a stick circuit for each of said route relays including a contact of an associated master relay, and means controlled by each of said route relays for arranging the switches in its route.

21. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a plurality of master relays one for each of said master control elements, a pick-up circuit for each of said master relays including its master control element, a stick circuit for each of said master relays controlled by trafiic conditions, a normal control relay for each of said switches, a reverse control relay for each of said switches, a pick-up circuit for each of said normal and reverse switch control relays including an auxiliary control element or a contact of the master relay for each route which includes the switch in the normal or the reverse position respectively, a stick circuit for each of said normal and reverse switch control relays including a back contact of the reverse or the normal control relay respectively for the same switch, and means controlled by each of said normal and reverse switch control relays for operating its switch to the normal or the reverse position respectively.

-22. In combination, a stretch of railway track including a plurality of switches which can be arranged to form a plurality of partly interinclusive routes, a plurality of groups of said routes, a master control element for each of said groups, an auxiliary control element for each switch for each route in which the switch is included, a normal control relay for each switch, a reverse control relay for each switch, a pick-up circuit for each normal or reverse switch control relay including an auxiliary control element or a master control element for each route which includes the switch in the normal or the reverse position respectively, a stick cire cuit for each of said normal and reverse switch control relays controlled by a master control element for each route for which an auxiliary control element is included in the pick-up circuit for the relay, and means controlled by each normal-and each reverse switch control relay for operating. its switch to the normal or the reverse position respectively.

23. In combination, a stretch of railway track including a switch which is included in each of a plurality of routes, a plurality of groups of said: routes, a master control element for each of said groups, an auxiliary control element for each of said routes, a relay for controlling operations of said switch to one of its extreme positions, a second relay for controlling operations of said switch to the other extreme position, a pick-up circuit forsaid first relay controlled by an auxiliary control element for each route which includes saidswitch in said first position,- a; stick circuit for said first relay controlled by the master control element which is associated with each route which includes said switch in said: first position, means for controlling said second relay, and means controlled by said first andsecond relays for operating said switch to said first or said second position respectively.

24. In an interlocking system for railroads, a detector section of railroad track including a track switch, means for operating said track switch, asignal for governing the movement of traffic over a route including said track switch, manually operable means for causing said signal to indicate clear or stop, a track relay for said detector section, a stick relay having a pickup circuit closed in response to an operation of said manually operable means and a stick circuit including a front contact of said track relay, a route relay which becomes energized when said manually operable means has been operated to clearthc signal and the route governed by the signal is rendered available by the operation of the track'switch, a lock relay which when deenergized prevents operation of the track switch, means preventing energization of said lock relay except when the signal indicates stop, and a circuit for clearing said signal controlled by front contacts of said route relay, said track relay and said stick relay, and including a contact controlled by said manually operable means.

25. In combination, a track layout comprising a plurality of track sections interconnected by,

track switches to form different traffic routes, signals i or each direction for governing the movement of traffic over said routes, an entrance stick relay for each entrance end of a route through said layout, exit stick relays for the exit ends of the routes through said layout, a manually operable contact for each stick relay, means for energizing the two stick relays for the two ends ofa route when the corresponding manually operable contacts are closed momentarily, and means controlled by said two stick relays when energized f-orestablishing the corresponding route through the layout and for clearing the signal forsaid route for the corresponding direction when, said route is established. 

